583:
installation to correctly align the engine nacelle with the wing. However, after considerable in-service experience of the boom-renewal process
British Aircraft Corporation amended the procedure to allow re-use of the engine nacelle rear mount fittings. Re-use of the old fittings relied on the existing holes aligning closely with the bushes in the new inner lower booms. When new inner lower booms were installed in VH-RMQ in 1958, new engine nacelle rear mount fittings were also installed but when new booms were again installed in 1964 the fittings first installed in 1958 were re-used. In the wreckage of the right wing of VH-RMQ there was evidence of an initial problem while trying to align the five holes in the old fitting with the bushes in the new boom. The bores of three bushes had been scored with a
606:(ARB) took the precaution of reducing the life from 11,400 flights to 7,000. This soon resulted in British Aircraft Corporation obtaining a number of inner lower booms with time in service greater than 7,000 flights. Nineteen of these retired booms were examined in detail. Sixteen contained minor fatigue cracks in different critical locations. The longest crack was 0.054-inch (1.37 mm) in a boom that had been in service for 8,194 flights. This evidence convinced British Aircraft Corporation and the UK Air Registration Board that the inner lower boom did not possess the fatigue endurance originally intended so the precautionary life of 7,000 flights was made permanent.
29:
458:
542:. Before a component reaches its safe-life it must be removed from the aircraft and retired. At the time of the accident, the retirement life of the lower boom in the centre section was 20,500 flights; the inner lower boom was 11,400 flights; and the outer lower boom was 19,000 flights. The retirement life of the spars in the horizontal
562:
were typical for this class of aeroplane. A 50% reduction of mean time to failure does not adequately explain why the inner lower boom in VH-RMQ should have failed before reaching its retirement life. In anticipation that the atmospheric gust spectrum in
Australia may be more severe on the Viscount than the spectrum in some other
394:
Despite exhaustive investigation it was not possible to determine when, why, or by whom, the bush at
Station 143 had been flared with a conical tool, removed and then re-inserted in the bolt hole. Investigators could not imagine circumstances in which a responsible tradesman would take these actions.
674:
Some sources specify 21 passengers and 3 air hostesses. One person on the flight was a trainee air hostess travelling as a passenger for the purpose of familiarisation training. She was travelling on a passenger ticket issued by the airline and was not assigned any of the duties normally carried out
398:
Approximately 5000 flights after new inner lower booms were installed in 1964, numerous fatigue cracks began to develop in both the forward and rear edges of the hole. These cracks eventually joined to form a single crack growing forwards from the forward edge of the hole, and a single crack growing
385:
The investigation determined that some years before the accident, the bush at
Station 143 had been pushed upwards so the chamfer and 0.055-inch (1.40 mm) of the parallel-sided portion protruded beyond the upper surface of the boom. The exposed end of the bush was then struck with a conical tool
310:
Accident investigators immediately observed that half of the right wing, its outer engine and propeller were close together about 3,000 feet (910 m) from the main wreckage. The half-wing had been driven into the rocky ground by the impact but it was clear that the wing's main spar had fractured
574:
design requirements applicable to the
Vickers Viscount and other safe-life transport category aeroplanes did not require retirement lives to be determined taking account of an unpredictable gross defect of the kind inflicted on the wing spar of VH-RMQ by insertion of the flared bush. Similarly, the
561:
applied to data obtained from flight tests and information about properties of the spar material. The life of 11,400 flights for the
Viscount inner lower boom was based on safety factors of 3.5 for the ground-air-ground cycle and 5.0 for fatigue damage due to atmospheric gusts. These safety factors
484:
In 1958 the operator, Trans
Australia Airlines, replaced both inner lower booms. In 1964 the new owner, Ansett-ANA, again replaced both inner lower booms. In February 1968 the aircraft became the first Australian Viscount to reach 30,000 flying hours. It was last inspected by Ansett-ANA in May 1968
434:
The cause of this accident was that the fatigue endurance of the starboard inner main spar lower boom was substantially reduced by the insertion of a flared bush at
Station 143 when the margin of safety associated with the retirement life specified for such booms did not ensure that this boom would
390:
the anodised material and a small amount of aluminium from the wall of the hole. This broaching action scored the wall of the hole and left its diameter slightly oversize so the bush was not an interference fit anywhere except at its flared end. Scoring of the wall of the hole and the absence of an
578:
VH-RMQ was inspected by Ansett-ANA in May 1968, 922 flights prior to the accident, but it was not a requirement of this inspection that the wing structure be disassembled to allow access to the lower booms. Even if the wing had been disassembled it is unlikely the cracks radiating from the damaged
330:
The mandatory retirement life of the lower boom in the inner wing was 11,400 flights. A pair of new inner lower booms had been installed in VH-RMQ in 1964 and had been in service for only 8,090 flights. The investigation concentrated on determining why the inner lower boom had failed at 70% of its
290:
aircraft was despatched from Port
Hedland airport at 12:12 pm to investigate. Eleven minutes later the pilot of the Cessna reported sighting the burning wreckage. A ground party from Port Hedland arrived at the accident site an hour later and confirmed that none of the occupants had survived the
587:, possibly while maintenance personnel were trying to align three of the holes sufficiently to be able to insert the attachment bolts. Running a drill through the bush at Station 143 may have disturbed the bush and initiated a sequence of actions leading to fatal damage to the wall of the hole.
582:
Early in the life of the
Viscount aircraft type, renewal of the inner lower booms included installation of new mount fittings for attachment of the rear of the two inboard engine nacelles to the lower booms. New fittings were supplied without pre-drilled holes and the holes were drilled during
285:
As the aircraft was falling two people are known to have observed it from distances of 4.5 miles (7.2 km) and 6.5 miles (10.5 km) but because of intervening high terrain neither saw it strike the ground. When the crew of the aircraft failed to respond to further radio calls a
566:
the gust spectrum was measured during 14,000 Viscount flights in Australia before 1961. The Department of Civil Aviation accepted the Viscount retirement lives as compatible with the atmospheric gust spectrum these aircraft would encounter during operations in Australia.
386:
applied to the bore. This action slightly flared the exposed end and left the external diameter 0.0038 inch (0.097 mm) oversize. The bush was then pushed upwards out of the hole and re-inserted from the lower surface. As the bush was being re-inserted its flared end
520:
until the moment of impact with the ground. The cockpit voice recorder was slightly damaged in the impact and subsequent fire but there was no damage to the record of radio transmissions from the aircraft during the final 30 minutes of the flight. The record of
421:
as the inner lower boom. Each test piece was then subjected to alternating stresses. These tests showed that eliminating the interference fit by insertion of a flared bush identical to the one found in the wreckage of VH-RMQ substantially reduced the
533:
The wing of the Vickers Viscount used a single main spar made up of a centre section in the fuselage, two inner sections and two outer sections. The main spar comprised an upper boom, a shear web and a lower boom. The aircraft was designed and
2163:
706:
This drilling removed .006-inch of material from the bore of the bush at Station 143. Two other bushes showed signs of drilling that had removed .006 and .015-inch of material respectively. The attachment bolts were 5/16 inch
1660:
2168:
1257:
327:. With so much of the lower boom affected the wing could no longer support the weight of the aircraft, the lower boom suddenly broke in two and the outer half of the right wing separated from the inner half.
609:
When this accident occurred the number of fatalities made it Australia's third worst civil aviation accident, a status it retains to this day. Two civil aviation accidents caused 29 fatalities each – the
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655:
2158:
2188:
650:
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481:
in 1962 and re-registered as VH-RMQ. In September 1968 the aircraft was transferred to Western Australia and operated by MacRobertson Miller Airlines, by then a subsidiary of Ansett-ANA.
602:
Fatigue-failure of the wing of VH-RMQ immediately raised doubt about the validity of the retirement life of the inner lower boom in the Type 700 so British Aircraft Corporation and the
406:, announced that the accident had been caused by metal fatigue and he did not consider it necessary to appoint a court to inquire into the accident. This position was challenged by the
488:
By 31 December 1968 the aircraft had made 25,336 flights and had flown for 31,746 hours. Since its previous complete overhaul it had made 6,429 flights and had flown for 7,188 hours.
1669:
1646:
1250:
684:
The interference was between .0015 and .0029 inch on diameter. The lengths of the bushes were slightly different, so as to accommodate the tapering thickness of the lower boom.
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1834:
611:
278:
was received from the aircraft. Four seconds after completion of this transmission half of the right wing separated from the aircraft. Twenty-six seconds later the aircraft
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1629:
1623:
1243:
270:
At 11:34 am the pilot advised that the aircraft was 30 nautical miles (56 km) short of its destination and passing altitude 7,000 feet (2,100 m) on descent to
1815:
334:
The fatal fatigue crack in the inner lower boom had been initiated at a bolt hole at Station 143, the rearmost of five bolt holes for attachment of the inner engine
2092:
417:
British Aircraft Corporation carried out multiple tests in which a bush was slightly flared with a conical tool and pressed into a hole in a test piece of the same
1783:
1963:
1807:
645:
1799:
1791:
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aircraft. The temporary grounding of Australian-registered Viscounts was eventually made permanent, pending investigations into the cause of the accident.
220:, broke away from the rest of the aircraft in flight and struck the ground a significant distance from the main wreckage. Investigation by the Australian
2203:
2198:
1684:
603:
208:. The aircraft crashed 28 nautical miles (52 km) short of its destination with the loss of all twenty-six people on board. More than half of the
2017:
1971:
1700:
1421:
2183:
1998:
399:
rearwards from the rear edge of the hole. These two cracks grew to affect 85% of the cross-sectional area of the inner lower boom at Station 143.
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Detailed investigation of the two fracture surfaces showed that metal fatigue had caused cracks to grow across the lower boom (or lower
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1208:
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in the cockpit was also preserved and revealed the precise moment at which the frequency and volume of noise increased suddenly.
300:
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and some stunted trees. Wreckage was spread over an area about 7,750 feet (2,360 m) long and 2,500 feet (760 m) wide.
1471:
205:
152:
64:
2065:
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1301:
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The aircraft was a Vickers Viscount 720C manufactured in 1954 and assigned serial number 45. It was immediately acquired by
1561:
1511:
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at 08:36 am local time. On board were two pilots, two air hostesses and twenty-two passengers. The aircraft climbed to an
1187:
1955:
1341:
248:
225:
221:
121:
485:
when it had made 7,169 flights since the 1964 lower boom replacement. It made another 922 flights before the accident.
2041:
2025:
1912:
1990:
1735:
1601:
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airworthiness maintenance requirements did not require periodic inspection for fatigue cracking of the wing spars.
440:
When the Minister tabled the report in the Parliament in September 1969, Jones again called for a public inquiry.
382:
in the hole to improve fatigue resistance and substantially increase the retirement life of the inner lower boom.
1936:
513:
1521:
595:
Immediately after the accident the Department of Civil Aviation temporarily grounded all Australian-registered
470:
429:
The investigation by the Australian Department of Civil Aviation was completed in September 1969 and concluded:
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627:
252:
128:
1213:
785:
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504:. The flight data recorder functioned throughout the flight and continuously recorded the aircraft's
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229:
217:
2057:
547:
522:
474:
391:
interference fit left the inner lower boom vulnerable to developing fatigue cracks at Station 143.
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554:
509:
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1531:
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1188:
ACCIDENT INVESTIGATION REPORT by Air Safety Investigation Branch, Department of Civil Aviation
505:
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642:– a crash where material fatigue within the wing structure led to a wing separating in flight
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596:
539:
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517:
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110:
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1401:
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and entered airline service in Australia as VH-TVB. In 1959 it appeared at that year's
311:
in flight causing immediate separation of the half-wing from the rest of the aircraft.
201:
2152:
1194:
571:
563:
558:
260:
462:
Eighteen photographs of the aircraft including one taken a month before the accident
1175:– 26 September 1969, p.15 (National Library of Australia) Retrieved 26 April 2014
1066:– 27 September 1969, p.11 (National Library of Australia) Retrieved 26 April 2014
1160:– 1 January 1969, p.1 (National Library of Australia) Retrieved 20 December 2013
1009:– 22 February 1969, p.3 (National Library of Australia) Retrieved 26 April 2014
240:. This accident remains the third worst in Australia's civil aviation history.
1169:
1154:
1060:
1018:
1003:
737:– 1 January 1969, p.1 (National Library of Australia) Retrieved 7 October 2013
729:
478:
287:
1024:– 19 March 1969, p.11 (National Library of Australia) Retrieved 26 April 2014
323:) of the right wing's main spar until they affected approximately 85% of the
85:
72:
584:
543:
209:
279:
264:
2164:
Airliner accidents and incidents caused by in-flight structural failure
375:
349:
335:
256:
557:
aeroplane type-certificated to the safe-life principle is based on a
320:
197:
141:
28:
402:
Seven weeks after the accident the Minister for Civil Aviation,
1642:
1239:
656:
List of accidents and incidents involving airliners by location
2169:
Airliner accidents and incidents caused by maintenance errors
651:
List of accidents and incidents involving commercial aircraft
435:
achieve its retirement life in the presence of such a defect.
1122:
Developments in Flight Recorder Equipment and Analysis – p.3
426:
life to failure of the boom – possibly by as much as 50%.
697:, was absorbed into British Aircraft Corporation in 1960.
378:
at one end, was pressed into each hole. Each bush was an
267:
of 19,000 feet (5,800 m) for the 189-minute flight.
2179:
Accidents and incidents involving the Vickers Viscount
2159:
Aviation accidents and incidents in Western Australia
2189:
MacRobertson Miller Airlines accidents and incidents
2111:
2076:
2009:
1982:
1947:
1904:
1853:
1826:
1719:
1676:
612:
1950 Australian National Airways Douglas DC-4 crash
450:
216:to the wingtip, including the outer engine and its
182:
174:
166:
158:
148:
137:
127:
117:
106:
101:
59:
51:
43:
38:
1835:Australian National Airways Douglas DC-4 crash
1670:Aviation accidents and incidents in Australia
1654:
1251:
8:
646:List of disasters in Australia by death toll
21:
1816:Queensland Airlines Lockheed Lodestar crash
1112:Accident Investigation Report, Section 1.11
1103:Accident Investigation Report, Section 3.22
1051:Accident Investigation Report, Section 3.28
1042:Accident Investigation Report, Section 3.23
971:Accident Investigation Report, pages 24, 25
16:1968 aviation accident in Western Australia
2093:Essendon Airport Beechcraft King Air crash
1661:
1647:
1639:
1258:
1244:
1236:
753:Accident Investigation Report, Section 1.1
553:The retirement life of the wing spar of a
228:concluded that a mysterious action during
20:
1784:Australian National Airways Stinson crash
808:
806:
55:Metal fatigue caused by maintenance error
2174:Aviation accidents and incidents in 1968
1964:Barrington Tops Cessna 210 disappearance
1894:MacRobertson Miller Airlines Flight 1750
1612:MacRobertson Miller Airlines Flight 1750
725:
723:
200:, Western Australia for a flight of 724
22:MacRobertson Miller Airlines Flight 1750
1808:MacRobertson Miller Aviation DC-3 crash
1226:Multiple photographs of aircraft C/N 45
838:
836:
834:
832:
830:
828:
813:Ten Worst Aircraft Crashes in Australia
719:
667:
1800:Australian National Airways DC-3 crash
1792:Australian National Airways DC-3 crash
1214:Operational history of aircraft C/N 45
1170:"Viscount 700 series to stay grounded"
1145:Accident Investigation Report, page 21
1141:
1139:
1137:
1094:Accident Investigation Report, page 14
1090:
1088:
1086:
1084:
1061:"Crash was 'clear case of negligence'"
1033:Accident Investigation Report, page 18
994:Accident Investigation Report, page 23
985:Accident Investigation Report, page 27
981:
979:
977:
962:Accident Investigation Report, page 16
953:Accident Investigation Report, page 25
944:Accident Investigation Report, page 13
940:
938:
936:
930:Accident Investigation Report, page 20
926:
924:
918:Accident Investigation Report, page 19
909:Accident Investigation Report, page 24
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903:
901:
899:
897:
891:Accident Investigation Report, page 26
887:
885:
883:
877:Accident Investigation Report, page 11
873:
871:
869:
867:
865:
863:
786:Operational history of aircraft C/N 45
447:
348:inch (2.22 cm) diameter and were
2120:Coulson Aviation Lockheed C-130 crash
1685:Avro Ten Southern Cloud disappearance
1078:Accident Investigation Report, page 4
1074:
1072:
857:Accident Investigation Report, page 8
781:
779:
777:
775:
773:
771:
765:Accident Investigation Report, page 9
749:
747:
745:
743:
303:on level rocky ground vegetated with
33:Viscount 700 series similar to VH-RMQ
7:
1929:Disappearance of Frederick Valentich
1542:Wien Consolidated Airlines Flight 55
1452:Garuda Indonesian Airways Flight 892
853:
851:
761:
759:
579:bolt hole could have been detected.
338:to the lower boom. These holes were
2018:Australia Beechcraft King Air crash
1972:Alice Springs hot air balloon crash
1870:Trans Australia Airlines Flight 538
1862:Trans Australia Airlines Flight 408
1701:Airlines of Australia Stinson crash
1462:Seaboard World Airlines Flight 253A
1392:Hawker Hunter Tower Bridge incident
1231:More photographs of aircraft C/N 45
1203:Fyshwick, Australia. pp. 200.
842:
616:Trans Australia Airlines Flight 538
1999:South Pacific Airmotive DC-3 crash
1201:. Aerospace Publications Pty. Ltd.
693:The manufacturer of the aircraft,
14:
2204:December 1968 events in Australia
2199:1960s in Perth, Western Australia
2136:Coulson Aviation Boeing 737 crash
1592:North Central Airlines Flight 458
496:The aircraft was equipped with a
212:wing, from outboard of the inner
1412:South African Airways Flight 228
1268:Aviation accidents and incidents
640:Chalk's Ocean Airways Flight 101
456:
352:to resist wear and corrosion. A
251:Flight 1750, a Vickers Viscount
27:
1472:BKS Air Transport Flight C.6845
1352:Sainte-Marie Douglas DC-6 crash
153:Port Hedland, Western Australia
65:Port Hedland, Western Australia
2184:Disasters in Western Australia
1492:Los Angeles Airways Flight 417
1442:Los Angeles Airways Flight 841
299:The aircraft crashed on Indee
1:
1562:Allegheny Airlines Flight 736
1512:Northeast Airlines Flight 946
1322:Civil Air Transport Flight 10
1019:"Inquiry sought on air crash"
730:"26 Killed in Viscount Crash"
2128:Gold Coast mid-air collision
2101:Sydney Seaplanes DHC-2 crash
1956:Advance Airlines Flight 4210
1752:KNILM Douglas DC-3 shootdown
1728:Brocklesby mid-air collision
1312:Indian Air Force An-12 crash
1199:Air Crash Vol. 2, Chapter 14
249:MacRobertson Miller Airlines
226:British Aircraft Corporation
222:Department of Civil Aviation
122:MacRobertson Miller Airlines
2194:1968 disasters in Australia
2042:Lockhart River air disaster
2026:Whyalla Airlines Flight 904
1913:Ansett Australia Flight 232
1372:Yuri Gagarin's MiG-15 crash
1004:"No inquiry into air crash"
636:– Viscount accident in 1961
630:– Viscount accident in 1966
236:cracking in the right wing
2220:
1602:Ozark Air Lines Flight 982
1482:El Al Flight 426 hijacking
1382:Ozark Air Lines Flight 965
2066:Pel-Air Westwind ditching
1937:Cessna 188 Pacific rescue
1621:
1302:Thule Air Base B-52 crash
1283:
604:UK Air Registration Board
455:
26:
1522:Japan Air Lines Flight 2
1432:Kham Duc C-130 shootdown
1131:Retrieved 29 August 2011
822:Retrieved 16 August 2011
800:Retrieved 16 August 2011
788:Retrieved 16 August 2011
471:Trans Australia Airlines
410:spokesman for aviation,
798:Aviation Safety Network
196:aircraft departed from
2085:Queensland DH.84 crash
2034:QantasLink Flight 1737
1921:Connellan air disaster
1760:Bakers Creek air crash
1502:Air France Flight 1611
538:to the principle of a
502:cockpit voice recorder
438:
192:On 31 December 1968 a
1991:RAAF Boeing 707 crash
1886:Ansett-ANA Flight 149
1878:Ansett-ANA Flight 325
1776:Canal Creek air crash
1736:Canberra air disaster
1362:Aer Lingus Flight 712
1342:Air France Flight 212
1127:31 March 2012 at the
818:19 March 2012 at the
675:by the air hostesses.
634:Ansett-ANA Flight 325
628:Ansett-ANA Flight 149
514:vertical acceleration
431:
374:inch (4.13 cm),
1292:Aeroflot Flight 1668
550:was 30,000 flights.
498:flight data recorder
325:cross-sectional area
272:Port Hedland airport
86:20.8457°S 118.5848°E
2058:Emirates Flight 407
1630:► 1969
1624:1967 ◄
475:Farnborough Airshow
282:struck the ground.
274:. No further radio
144:, Western Australia
82: /
23:
1843:Maroochy air crash
1627:
1422:Braniff Flight 352
1332:Aeroflot Flight 15
1173:The Canberra Times
1158:The Canberra Times
1064:The Canberra Times
1022:The Canberra Times
1007:The Canberra Times
734:The Canberra Times
695:Vickers-Armstrongs
555:transport category
510:indicated airspeed
204:(1341 km) to
107:Aircraft type
91:-20.8457; 118.5848
2146:
2145:
1636:
1635:
1582:Pan Am Flight 799
1552:Pan Am Flight 217
1532:Pan Am Flight 281
1155:"Other disasters"
597:Viscount Type 700
536:type-certificated
506:pressure altitude
477:. It was sold to
467:
466:
331:retirement life.
253:registered VH-RMQ
232:led to extensive
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1572:El Al Flight 253
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529:Safe-life design
518:magnetic heading
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380:interference fit
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194:Vickers Viscount
111:Vickers Viscount
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47:31 December 1968
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1768:Rewan air crash
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206:Port Hedland
191:
129:Registration
18:
1190:(15MB file)
230:maintenance
149:Destination
89: /
77:118°35′05″E
2153:Categories
1744:Little Eva
715:References
544:tailplanes
479:Ansett-ANA
408:opposition
404:Reg Swartz
360:of length
288:Cessna 337
244:The flight
175:Fatalities
159:Passengers
74:20°50′45″S
707:diameter.
591:Aftermath
540:safe-life
492:Recorders
376:chamfered
218:propeller
183:Survivors
1197:(1992).
1125:Archived
843:Job 1992
816:Archived
622:See also
546:and the
444:Aircraft
388:broached
350:anodised
295:Wreckage
291:impact.
280:fuselage
265:altitude
257:took off
118:Operator
113:Type 720
102:Aircraft
39:Accident
1272: (
1270:in 1968
369:⁄
343:⁄
336:nacelle
301:Station
234:fatigue
52:Summary
2138:(2023)
2130:(2023)
2122:(2020)
2103:(2017)
2095:(2017)
2087:(2012)
2068:(2009)
2060:(2009)
2052:(2008)
2044:(2005)
2036:(2003)
2028:(2000)
2020:(2000)
2001:(1994)
1993:(1991)
1974:(1989)
1966:(1981)
1958:(1980)
1939:(1978)
1931:(1978)
1923:(1977)
1915:(1972)
1896:(1968)
1888:(1966)
1880:(1961)
1872:(1960)
1864:(1960)
1845:(1950)
1837:(1950)
1818:(1949)
1810:(1949)
1802:(1948)
1794:(1946)
1786:(1945)
1778:(1943)
1770:(1943)
1762:(1943)
1754:(1942)
1746:(1942)
1738:(1940)
1730:(1940)
1711:(1938)
1703:(1937)
1695:(1932)
1687:(1931)
1608:Dec 31
1598:Dec 27
1588:Dec 27
1578:Dec 26
1568:Dec 26
1558:Dec 24
1548:Dec 12
1528:Nov 24
1518:Nov 22
1508:Oct 25
1498:Sep 11
1488:Aug 14
1478:Jul 23
1448:May 28
1438:May 22
1428:May 12
1408:Apr 20
1378:Mar 27
1368:Mar 27
1358:Mar 24
1328:Feb 29
1318:Feb 16
1298:Jan 21
1207:
500:and a
356:steel
321:flange
214:engine
133:VH-RMQ
2112:2020s
2077:2010s
2010:2000s
1983:1990s
1948:1980s
1905:1970s
1854:1960s
1827:1950s
1720:1940s
1677:1930s
1538:Dec 2
1468:Jul 3
1458:Jul 1
1418:May 3
1398:Apr 8
1388:Apr 5
1348:Mar 9
1338:Mar 6
1308:Feb 7
1288:Jan 6
662:Notes
585:drill
259:from
210:right
198:Perth
142:Perth
1274:1968
1205:ISBN
570:The
516:and
424:mean
358:bush
238:spar
224:and
167:Crew
60:Site
44:Date
2155::
1136:^
1083:^
1071:^
976:^
935:^
923:^
896:^
882:^
862:^
850:^
827:^
805:^
770:^
758:^
742:^
722:^
618:.
512:,
508:,
414:.
255:,
178:26
162:22
1662:e
1655:t
1648:v
1276:)
1259:e
1252:t
1245:v
371:8
367:5
364:+
362:1
345:8
341:7
186:0
170:4
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